Railway-signal.



R. F. HUDSON.

RAILWAY SIGNAL.

APPLICATION rum) we. 4, 1910 1,1 14,477. Y Patented Oct. 20, 1914.

5 SHEETS-SHEET 1.

Witnesses I by a 2% Attorneys Inventor R. F. HUDSON. RAILWAY SIGNAL.

. APPLICATION FILED AUG. 4, 1910.

5 SHEETS-SHEET 2.

2 5y 3/ z 4 2g Witnesses Patented 0011.20, 1914,

R. P. HUDSON.

RAILWAYSIGNAL.

APPLICATION FILED AUG. 4, 1910.

1,1 14,477. Patented 0011.20, 1914.

6 SHEETS-SHEET 3.

7 J5 7 J1 1? I flail/ 75717114942,

Witnesses u Inventor J I Attorney;

PETERs CQ. FHOTQ-LITHO-I WASHINGTON. D4 C.

Patented Oct. 20, 1914.

mm m HA Rm M R R APPLICATION FILED AUG. 4, 1910. 1, 1 1 4,477.

flfl, Inventor 5 SEEETS-SHEET 4.

Witnesses Attorneys R. F. HUDSON.

RAILWAY SIGNAL.

APPLICATION FILED AUG. 4, 1910.

JZMZW Attorneys "UNITED STATES ROBERT F. HUDSON, or nrcnnonn, VIRGINIA, 'Assreiion, BY manor nn I ASSIGNMENTS," TO GRAVITY "R ILWAY sIorN nco- PANY;rnconronernn, or ii nronivionn v nernrn.

To all whom it may concern: I Be itknown that 1, ROBERT F. HUDSON, a citizen of the United States, residing at Richmond, in the county of Henrico and State of Virginia, have invented a new and useful Railway-Signal, of which the follow ing is a specification. e k This invention has reference to improve-' ments in railway'block signals andits object is to provide a visible signalwhioh shall n'ormally remain at safety butby the entrance of a train into the block controlled by the signal the latter will, move to the danger position and there remain until the trainhas passed 'fromthe block, the systemavoiding the use of conductors along theline of wayv other than the traflic'rails. Furthermore the] signal, is returnedto the safety position'by the establishment of a closed electric circuit sothat on theestablishment of conditions in the block which wouldbe dangerousto an" approaching train the signal fwill remain at the danger position until the dangerous conditions havebeenremedied.

The present invention will be best under-- stood from a consideration ofthe following detailed description taken in connection with the accompanying drawings forming apart of this specification, in which drawings Figure 1 is aside elevation of the structure designed to move the signal to the safety position but responsive to the passage of a train to move the signal to the, danger position. Fig. 2 is a vertical cross section of the structure. of Fig. 1 on the line VL&B of Fig. 5 with some partsin elevation. Fig.3 is an elevation of the right hand side of the structure of Fig. 1. Fig. e is a section on the lineCD of Fig. 5 with some parts} omitted. Fig. 5 is'a top plan view of the structure ofFig; 1. Fig. 6 is an elevation of a relay used in connection withthe present] invention. Fig. 7 is 'a plan view of a short section of track showing a semaphore "or' target and a portion of the operating means therefor. Fig.- 8 is a side elevation with parts in section of the structure o-f'Fig. 7. Fig. 9 is a view of the upper end of the sema- I phore mast or post. Fig. 10 is a diagram showing the electrical connections of two. ad

jacent blocks. Figxll is a detail view show-= ing the rod 16 connected for operatingthe semaphore in the Opposite direction to the Specification of Letters Patent. Pa

Application rues August 4.,

1910. serial No. 575,476.

7 construction shown Fig. 9. Fig. 12 isa detail view of the lock 64 and its parts, and

tented ,91 i

Fig. 13 is a section on line m w of Fig. 12. I W 1th the present; invention 1' the use of electric motors or other [such devices for moving, the signal'means, which latter may be' typifiedby an ordinary semaphore, is

avoided and the action of gravity is relied upon as not onlv more certain'in operation but also as avoiding the'use of large amounts of copperiin the form of conductors, thereby verymaterially reducing the cost of installation and repair.

'- .InFigs. 7 8 and 10 traffic rails 1- are'zin dicated and only a single trackis-shown; this being sufficient for the purposes of the presentinvention, but it will be understood that, the invention is equally well adaptedfor double track railways. Alongside one of the traflicrails l in position .to beengaged by the wheelsof the train is a pivoted bar 2 1 which'when engaged by the wheels of the train will be depressed to the level' of the '1 tread of the track. Alongside the track adjacent the free end ofthe' bar 2 is a box 3 entered by a rode underriding the free end of the bar 2; Within theboX 3 is a rock shaft (Shaving arms 7,--8 disposed at sub- 'stantially right angles so that the shaft and arms become in effect a bell crank lever. EX- tending from the box 3 is a pipe orconduit 9 leading to another boXv 1O surmounted by a Y casing 11 from which latter rises a mast or I post 12 carrying at its upper-end a semaphore arm 13 designed to constitute a visible block signal. The arm 8 is connected by a strand 14, which may be a flexible steel rope throughthe pipe 9 and around a'direction changing idler pulley :15 withinthe .boX 10 f and thence upward intothe casing ll-where it attachedrtomechanism tobe described. I The same mechanism is connected by a rod :l6tothe semaphore arm 13 so that under in accordance with safety. f An example of the. semaphore operat ng mechanism which maybe used in connection with the present lnvention' s illustrated in to mechanism designed to operate the seniai phore arm"13. ,The strandal l is passed Figs. 1 to 5 both inclusive, this mechanism I being confined within the casing 11, but in the said figures the casing is omitted.

There is aframe 17 of suitable shape havdownwardly the semaphore will be moved to the safety position, the construction being such that the semaphore arm 13 will move either to the upright or pendent position,'as desired, this being determined by connecting the rod 16 to one side or the other of the pivot of the'semaphore arm 13, as shown in Fig.fi11. The lower-end of the bar 18 isweighted as indicated at 19 and at an intermediate point the bar is provided with rack teeth 20. v

Fast on the frame 1 is a bracket 21 from which projects a pin 22 forming the journal fora lever-23 having one end in the shape of a segmental gear 24 meshing with the rack 20. The other end of the lever carries a rollerA25. Slidably mounted in the frame '1 on the side thereof remotefrom the bar 18 but capable of moving in parallel relation thereto is another 'bar26 carrying at a point to be underridden by the roller 25 a bracket 27 and at an intermediate point formed witlra shoulder 28. Mounted in the frame 1 in position to engage the shoulder 28 when the bar 26 is in the lowermost positionis a slidable latch member 29 terminating at its active end in a roller 30 adapted to over ride the shoulder 28 when the bar 26 is lowered and to movealong one edge of the bar when the latter is elevated. The latch member 29 r is mounted in a block 31 fast in the frame and is under the control of a latch lever 32 having one end engaging the latch 29 and the other connected by a link33 to the core 3430f a solenoid 36 suitably supported in the frame 1. The structure is such that when thesolenoid 36 is energized the core 34 is drawn thereinto and through thelink 33 and lever 32 causes a longitudinal movement of the latch 29 in a direction away from the bar 26', but when the solenoid 36 is deener-- gized then the weight of the parts will cause a movement of the latch 29 toward the bar 26-and' when the bar is depressed the range 7 of movement is sufficient to cause the end 30 a of the bar 29 to over-ride the shoulder 28 thus locking the bar 26 in'the'lowered position. The lower end of the bar 26 straddles and is pivoted to a lever 37 having at its free 1 end a weight 38 tending at all times to lower the bar 26. The lever 37 is forced upwardly so as torelevate the bar 26 by means of a spring 39 surrounding a rod 40 which at its upperend is formed with a cap 41 or such cap is made fast thereto and fast on or formed on the cap 41 is a stem 42 underriding thev lever 37. The rope 14 at the end remote from the bell crank lever in the box 3 is made fast to the rod 40. Mounted on the frame 1 is the cylinder 43 of a dash pot, this cylinder inclosing a piston 44 and to this piston there is connected a piston rod 45 which at the end remote from the piston 44 is connected by a bracket 46 to the bar 26. The dash pot cylinder 43 is provided with a relief cook 47 by means of which the action of the dash pot may be controlled at will.

Let it be assumed that a train passes over the bar 2 on the track, the free end of this bar is depressed and acting through the bell crank lever within the casing 3 draws on the rope 14in a direction to move the rod 40 and its head 41 against theaction of the spring 39 and away from the lever 37. The weight 38 on the lever" 37 at once becomes active to cause a movement of the bar 26 in a downward direction and this action continues until the latch 29 rides over the shoulder 28 and the bar 26 thereby becomes looked in the lowered position. This down ward movement of the bar 26 under the action of the weight 38 is sufliciently forceful to overcome the weight 19 of the bar 18 and the parts controlledby the bar 18 so that the lever 23 rests on its pivot support and the'bar 18 is lifted by the gear segment 24 engaging the rack 20 the movement being sufficient to carry'the semaphore arm 13 from the safety position to the danger position, and this position is automatically maintained until the solenoid 36 is energized thereby attracting the core 34 and through the link 33 and lever 32 moving the latch 29 so that its end 30 escapes from the shoulder 28 when the action of the spring 39 will neutralize the weight 38 and the weight 19 will then carry the bar 18 downward thus again setting thesemaphore arm 13 at safety and through the gear segment 24 and lever 23 acting on the bracket 27 will cause the upward movement of the bar 26 to its normal position, the spring 39 and weights 38 and 19 being properly proportioned for this action.

In order to provide for certaln contingencies which may arise in practice there are other solenoids 48, 49, respectively car ried by the frame 17. The solenoid 48 is provided with a core 50 connected by a link 51 to one end of a bell crank lever 52, the other end of which controls a slidable latch member 53 mounted on the frame 1, this l'atchmember being urged in one direction by a lever 54 carrying a weight 55, such con- *struction being preferred to the use of a spring for the same purpose. Mounted to slide on the frame 17 is another bar 56 formed with a shoulder or lug 57 in the path of the latch member 53. This bar alsocarries a pin 58 in the path of the bracket 59 on the bar 2-6. The bar 561is operatively connected to one end of a rock lever 60 mounted on the frame and the other end of this lever is operatively connected to another slidable bar 61 parallel to the bar 18. The bar 61 carries'a shoulderor projection 62 and the bar 18 carries a slidable latch member 63 movable into and'out of the path This latch member is of the shoulder 62. provided with a pin 64- designed to engage a ledge 65 on the corresponding portion of the frame 1, this ledge being formed with an inclined portion 66 so positioned that when the bar 18 is in the elevated position the latch member 63 will be impelled by the inclined portion 66of the ledge 65 toward the shoulder 62. Adjacent the inclined portion 66 is a gate 67 designed to engage the pin 6 on the return movement of the bar 18 and hold the latch member 68 over the shoulder or projection 62 so that it may not be retracted from such position while the bar 18 is traveling along the gate 67 'A spring 68 carried by the bar 18 tends to move the from the other and the tracks of one block are insulated from the tracks of the next adjacent blocks. Lodged within the c'asing ll is a relay 7 This relay is provided with an armature 73 carried by a stem or rod 74 suitably guided in the frame of the relay, the armature 7 3 being also guided by pins 7 5 projecting axially from the cores of the magnets of the relays, The ends of the rod 74 carry contact members 7 6 and 77 respectively, and in the path of these contact members are other contact members 78, 79 respectively. Thus it will be seen that the two longer bars 18 and 26, are operably connected by means of the segment 24 and bracket 27 so that the movement of either bar in one direction will impart to the other bar movement in the opposite direction; and

further that the pair ofshort bars 61 and 56, are disposed adjacent to therespectivebars 18 and 26, so that the movement of the bar 18 downwardly by gravity, will cause ts lock or latch member 63 to engage the she-ubder or projection 62 of the bar 61, pulling the bar 61 downwardly and thus raising the bar 56. A reverse movement of the gravity actuated bar 26 will bring the bracket 59- of bar-26 into engagement with the pin 57 of the bar 56, to pull said bar 56 downwardly and consequently raise the bar 61.

By this means the coaction of the various bars is readily seen, and as before brought out the locking devices and releasing devices therefor will permit the operation ust described.

The magnets of the relay 7 2 are connected by conductors 80, 81 respectively to the two rails -1 of the track ofthe block section controlled by the structure of thdpreseht in vention, these conductors 80 and 81 being connected to one end of the rails lrwhile the otherend s of the rails 1 are connected by conductors 82, 83 to the opposite sides of a batteryS or other source of electriccurrent.

Since it'is the design of the invention that the battery 84 should normally charge the .magnets of the relay 72 connected to the same rails as the battery, it is preferred that the battery 8e-be of the typefknown as a gravity battery, since such batteries operate advantageously on closed circuits. So long as the relay magnets are charged the armature 7 3 is attracted andthe contacts 77 and 78 are maintained closed and the contacts 76 and 9 are separated. lVhen however the magnets; of the relay 72 are no longer charged the armature 73 moves away from the magnets and the contacts 7 6 and 7 9 are brought into engagement while the contacts 77 and7 8 are separated.

At each block station there is a battery 85 which however may be replaced by any other suitable source or current, and ordinarily it is preferred to use an Edison-Lalande battery since such battery stands up well on open circuits, and the demands thereon are but momentary. This battery is connected on one side by a conductor 86 to the armature '73. On the other side the battery 85 is connected by a conductor 87 to one side of the solenoid 36, while the other side of this solenoid is connected by a conductor 88 to a contact terminal89 in matchin g relation to another contact terminal 90 connected by a conductor 91 to the terminal 78 of the'relay. The contact terminals 89 and 90 are in the path of a bridging piece 92 on the piston 4e 02 onsome other moving part of the struc ture adapted for the purpose. The objectof the bridge piece 92 will appear hereinafter. Branched 05 from one side of the battery, sayxfrom the conductor 87 is another conductor 88 leading to a contact terminal 89 having a matching contact terminal 90 and these two contact terminals are in the path of a bridging member 91 carried by any appropriate movable part of the. structure, say the bar'61. The contact; 90" is connected by a conductor 92 to oneyside of the solenoid 48 and the other side'of this sole- 'ofthe dash pot l3, although this does not preclude the 'i'nountingof the bridging piece I 96 is connected by a conductor 98 to another contact terminal 99 having a matching contact terminal 100 connected by a conductor 101 to one side of the soleno d a9. 1 The contact terminals 99 and 100 are in the path of a bridging piece 102 carried by an appropriate movable part of the structure, say the bar 56. The other side of the solenoid t9 is connected by a conductor 103 to the other side of the battery 85 from that connected. to the conductor 87. The normal condition of the parts is diagrammatically represented in Fig. 10 at the right hand end thereof where there is indicated the electrical connections of a block station while at the left hand end of the samefigure is a diagram illustrating the electricalconnections of an adjacent block section. Let it be assumed that there hasv already entered upon the block section at the left hand end of Fig. 10 a railway train represented by an axle and wheels at 1051- and that the train is traveling toward the right as indicated in said Fig. 10. As soon as the train 104 enters upon the block the rails l were bridged by said train so that the battery 8% becomes short-circuited through the train 10% and the current of the battery v84 is no longer effective upon the magnets of the relay 72 so that the armature 73 moves away from the magnets and the contacts 7 6 and 79 come together while the contacts 77 and 78 are separated. As the train entered the block the wheels of the engine come into contact with the bar 2 and the free end of the latter was depressed thus acting through the rock lever within the box 2 to turn the same in a. direction to move the cable or rope 14. This results in compressing the spring 39 so that the uplifting force of the spring is neutralized and the weight 38 therefore causes the lever 37 to move in a direction topull the bar 26 downwardly, this movement being resisted by the dash pct 18 to the desired extent so that the parts do not move too suddenly. The downward movement of the bar 26 continues until the latch 29 over-rides the shoulder 28, thus locking thebar in the depressed position The downward movement of the bar 26 has caused a rocking of the lever 23 in a direction to raise the bar 18 through the intermediary of the get r 2-1 and rack 20, this resulting in the movement of the semaphore arm 13 to the danger position where it remains locked because of the over-riding relationo the latch 29 to the shoulder 28. As

the train 104 entered on the block and so caused the deenergization of the solenoid 72 there, was established a circuit from the battery 85 through the conductor 86 to the armature 7 3, thence by the contacts 76 and 79 now closed to the conductor 93, thence through the solenoid 48 and by way of the conductor 92 to the contact terminal 90. This terminal is at this time connected to the terminal 89 by the bridging piece 91, the bar 61 being in thelowered position since the train has not yet engaged the bar 2 to cause the operation of the semaphore in the manner ust described. The circuit from the contact 89 is completed by Way of the conductor 88 to the conductor 87 and thence back to the'battery 85. The solenoid 18 is therefore energized and the latch 53 is with drawn from beneath theshoulder or ledge 57 so that when the bar 2-6 moves downwardly the bracket 59 will engage the pin 58 and cause a downward movement of the bar 56 and a corresponding upward movement of the bar 61 which immediately breaks the circuit to the solenoid 48 because the bar 61 carries the bridging piece 91 away from the contact terminals 89 and 90". The battery 85 is therefore in service but a very short time but sufiiciently long to unlatch the bar 56 and permit its movement beyond the locking position of the latch 53, the latter being moved toward its normal position by the weight 55 as soon asthe solenoid 18 l eoomes denergized.

Should from some cause or other the bar 26 be moved downwardly without the solenoid 48 being energized its further movement'would be arrested by the engagement of the bracket 59 with the pin 58 and the semaphore would not be carried to the danger position, the bar 26 immediately return ing to the first position as soon as the cause of this movement ceases, since the movement is insufiicient to lock the bar 26. Assuming that in the normal operation of the parts the bar 18 is raised by the lowering movement ofthe bar 26 and the bar 61 is raised by the lowering movement of the bar 56, the upward movement of the bar 61 carries the block or shoulder 62 to the upper position and at the same time the latch 63 is carried by the bar 18 upwardly until ultimately the inclined portion 66 of the ledge 65 is reached and this causes a projoctionofthe latch 63 over the block or shoulder 62 thus locking the bar 18 to the bar 61, the gate 67 preventing the return movement of the latch 63 when finally the bar 18 is moved clownwardly. v

The circuit through the solenoid 19 is controlled by the bridging pieces 97 and 102 carried by the bar 26 and bar 56 respectively. Under normal inactive conditions the bridging piece 97 connects the contacts 95 and 96, butthe bridging piece 102 is moved away from the contacts 99 and100,and when the,

parts are operated in the manner described, the bridging piece 97 is moved away from the contacts 95 and era-and the bridging piece 102 is moved into engagement with the contacts 951 and 100. Should howeverthe bar 56 fail to returnto its normal position when the bar 26 moves to its normal posii tion the circuit through the solenoid 4:9 .is

the relay 72 energizing the magnets thereof and causing the attraction of the armature 78 which brings the contacts 77 and 78'into engagement and thereby. establishes a circuit,

from the battery 85 by way ofthe conductor 86 to the armature 73 thence by the stem 74 to the contacts 77 and 78, thence by way of the conductor 91 to'the contact terminals 89 and 90 then bridged by the bridging piece 92, thence by the conductor 88 to the solenoid 36 and returning to the battery by way of conductor 87. This causes the energization of'the solenoid 36 and the core 34 is drawn thereinto acting through the link 33 and let er 32 on the latch 29 to withdraw the end 30 thereof from overriding relation to the shoulder 28. The bar 26. being now unlockedrespo-nds to the expansive. action of the spring 39 and moves upwardly, thus causing the downward movement of. the bar 18 aided by the weight 19. The downward movement of the bar 18 acts through. the latch 63 on the bar 61 and causes the latter to also move downwardly, thus raising the bar 56 to the normal position where the latch 53 under-rides the projection or. shoulderfl57,

thus locking the bar 56 in the elevatedposie tion. As soon as the latch 68 reaches the lower end of the gate 67 the pin 6 f escapes from the gate and the latch is moved to the retracted position by the spring 68 so that the pin 64 again rests against the ledge 65.

- The up and down movements of thebars 26 and 18 are controlled by the dash pot 43 so that these movements may be as fast or slow as desired.

It will be observed that the only conductors other than the traffic rails are the short lengths at the block stations and that long lines of expensive copper conductors are completely obviated, since the operation of the device is largely due to the action of gravity and no'electric motors necessitating extended "operating. circuits are needed. Whatzis, claimed is l 1.: ,Arailwayblock signal system, includ- 8 ing a visualisignahtwo slidable' bars, connecting mechanism for both bars, whereby .movement of one bar in one directionwill causethe' movement of the other bar in an i oppositedirection, one of said b arsfbeing connected to the signal, an overbala'ncing means for the bars and signal connected to the bar attachedto the signalland to normally hold thesignal at safety, train controlledmeans at the entrance to the block for actuating theoth'er bar to operate the signal bar in opposition. to the over-balancing means and to display the signal at dangena lock for holding the bars against the action of the overbalancing means, "and train con trolled Imeansyactuated due to the exitofj the train from. thebloCk, for releasing the bars and the signal whereby they are subject to the overbalancing means. l f2.v A railway block signal system, including a: visual signal, two slidable bars, connecting mechanismfor both bars, whereby movement'of one bar in one direction will cause the ;inove1nent of the other bar in an opposite direction, one of said barsbeing connected to -the signal, a weight connected to the bar attached to the signal to normally hold the signal at safety, train controlled means? at the entrance ofthe block for actuating the other bar for operating the signal'bar in opposition to: the weight and to displaythe signal at danger, a lock for holding the bars against the action *of the.

weightfand train controlled means,'actuated i 8 due to the exit of the train .from the block,

for releasing the'bars and the signal whercby they are subjeotto the action of the weight 3. A railway block signal system, including a visual signal, two slidable bars, means connectlng both bars, whereby movement of one bar in one direction will cause the movement of the other lbar in an opposite direction, one of said bars being connectedtothesignal, an overbalancing means for the bars and signal connected to the bar attached to the signal to normally hold the signal in one position, train controlled means at the entrance of the block for actuating the other barwfor operating the signal in opposition to the overbalancing'means and to display the signal in theother position, a lock for holding the bars against the overbalancing means, and train means, actuated, due to the exit of the train from the block for releasing the bars and the signal whereby they are subject to the overbalancing means.

4t. A railway block signal system, including a visual signal, two slidable bars, means connecting bothbars, whereby .movementof 3 controlled bar for operating the signal barin opposition to the weight and to display thesignal in the other position, a lock for holding the bars against the action of thelweight, and train controlled means, actuated due 'to the exit of the train from the block for releasing the bar and the signal whereby they are subject to the action of the weight.

5. In a railway block signal system for railways, a closed electrical circuit including a" source of electrical energy, the trafiic rails and a primary electric motor; a secondary circuit including a source of electrical en ergy and two switches; a visual signal; two slidable bars; connecting mechanism for both bars, whereby movement of one bar in one direction will cause the movement of the other bar in an opposite direction, one of sald bars being connected to the slgnal; an

overbalancing means for the bars and the signal connected to the bar attached to the signal to normally hold the signal at safety; means controlled by one of the bars for closing one of the switches of the secondary circuit when the bars are operated against the overbalancing means; an automatic lock for holding the bars against the overbalancing means when said switch is closed; an electrical control for the lock disposed in the secondary circuit; train controlled means at the entrance of the block for moving the members against the overbalancing means and into locked position with one switch closed, the short circuiting of the rails by the train causing the deenergization of the primary electric motor, while the passage of the train out of the block and the consequent energization of said primary electric motor closes the second switch of the secondary circuit to energize said circuit and electricallyactuate the automatic lock to release the bars whereby they are moved by the overbalance and the first switch is simultaneously opened.

6, Inza railway. block signal system for railways,-a closed electrical circuit including a source of electrical energy, the traflic rails and a primary electric motor; a secondary circuit including a source of electrical energy and two switches; a visual signal; two slidable bars; connecting mechanism for bothbars, whereby movement of one bar in one direction will cause the movement of the other bar in an opposite direction, one of said bars being connected to the signal; a weight connected to the signal carrying bar to normally hold the signal at safety; means controlled by one of the bars for closing one of the switches of the secondary circuit when the bars are operated in opposition to the weight; an automatic lock for holding the bars against the action of the weight when said switch is closed; an electrical control for the lock disposed in the secondary circuit; train controlled means at the entrance ofthe block for moving the members against the action of the weight and into locked position with one switch closed; an electrical control for. the lock disposed in the secondary circuit; the short circuiting of therails by the train causing the deenergization of sage of the train out ofthe block and the consequent energization of said primary electric motor closes the second switch of the secondary circuit to energize the said circuit vand electrically actuate the automatic lock to release the bars whereby they, are moved by the weight and the first switch is simultaneously opened.

In testimony that I claim the foregoing as my own, I have hereto afiixed m signature in the presence of two witnesses. ROBERT F. HUDSON.

Witnesses EDWARD L. RYAN, L. L. KELLEY.

Copies of this'patent may be obtained for five cents each, by addressing the Commissioner of Patents,

i 5 Washington, D. 6.? 

